Abstract: A control device for a vehicle including an internal combustion engine and an electric rotary machine connected to the internal combustion engine in a power-transmittable manner is able to perform torque-down through ignition delay control for delaying an ignition timing of the internal combustion engine and regeneration control for performing regeneration using the electric rotary machine when there is a torque-down request based on a vehicle state. The control device is configured to perform torque-down corresponding to a deficiency by delaying the ignition timing of the internal combustion engine when an actual torque of the electric rotary machine through the regeneration control is deficient for the torque-down request.

Abstract: A transmission system selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle includes a transmission, a motor generator an HVAC compressor and a controller. The transmission has an input shaft, a mainshaft, an output shaft and a countershaft offset from the input shaft. The countershaft is drivably connected to the first input shaft and a mainshaft. The motor generator is selectively couple to the countershaft. The HVAC compressor is selectively driven by the motor generator. The controller operates the transmission system in various modes based on operating conditions.

Abstract: An apparatus for controlling a transmission of a vehicle includes a determination device that determines whether a condition for a regenerative braking based lift foot up shift is satisfied, a controller that performs regenerative brake control and performs a shift by controlling release clutch torque and lock-up clutch torque, when the condition for the regenerative braking based lift foot up shift is satisfied, and a torque compensation device that compensates for the release clutch torque according to an RPM variation during the shift.

Abstract: A vehicle drive device includes: a first electric machine; an electric machine housing accommodating the first electric machine; a live part that is provided inside the electric machine housing and is electrically connected to the first electric machine; and a temperature-control circuit for temperature control for the first electric machine. The temperature-control circuit includes: a first temperature-control circuit through which a non-conductive first temperature-control medium circulates; a second temperature-control circuit through which a conductive second temperature-control medium circulates; and a heat exchanger configured to exchange heat between the first temperature-control medium and the second temperature-control medium. A protection cover including a first protection wall is provided inside the electric machine housing.

Abstract: The present disclosure relates to a cooling system and method of a HEV for cooling an engine clutch and a motor in a HEV, and includes an EOP for pumping oil from an oil pan, a flow regulating valve for adjusting a coolant amount supplied to an engine clutch and a motor in the EOP, and a controller that determines whether to adjust a coolant amount based on a temperature of the engine clutch and a temperature of the motor, accelerates a motor of the EOP based on at least one of an ATF temperature, an engine clutch temperature, a motor temperature, or a TMM control mode, and controls the flow regulating valve depending on a motor speed of the EOP to adjust the coolant amount supplied to from the EOP the engine clutch and the motor.

Abstract: A torque reducing process reduces torque of a multiphase rotating electric machine when a magnitude of current in a particular phase of the rotating electric machine remains greater than or equal to a given value. A deactivating process deactivates combustion control in a deactivated cylinder and continues combustion control in the remaining cylinders. A fluctuation torque applying process cyclically fluctuates the torque of the rotating electric machine in a cycle that is an integral multiple of a compression top dead center occurrence cycle when the deactivating process is being executed. A prohibiting process prohibits execution of the deactivating process in a predetermined situation where a rotation speed of a rotary shaft of the rotating electric machine is less than or equal to a given speed.

Abstract: A motor assembly includes a motor, a housing that accommodates the motor, an inverter electrically connected to the motor, an inverter case that accommodates the inverter, an auxiliary device provided in a lower portion of the housing to oppose a road surface, a wire harness that includes a first connector connected to a connector provided in the inverter case, a second connector connected to a connector provided in the auxiliary device, and an electric wire connecting the first connector and the second connector, and a lower connector cover provided in the lower portion of the housing and covering the second connector from a lower side.

Abstract: A control device that may be a control device of a hybrid vehicle. The hybrid vehicle including an engine; an electric generator configured to generate electric power by operation of the engine; a battery configured to store the electric power; a traction motor configured to operate by the electric power stored in the battery; and a throttle valve configured to adjust an amount of air to be supplied to the engine. The control device is configured to estimate torque of the engine based on an output current value of the electric generator. The control device is configured to estimate an actual aperture of the throttle valve based on the estimated torque and revolution speed of the engine. The control device is configured to perform feedback control so that the aperture of the throttle valve is adjusted to the target aperture based on the estimated actual aperture.

Abstract: A regenerative braking controller for an AC motor. To determine an electromagnetic torque for slowing or stopping the motor, the regenerative braking controller accesses a lookup table to retrieve a braking torque value corresponding to a current estimate of rotor velocity. The retrieved braking torque may correspond to a maximum or minimum torque level at which regenerative braking will occur at the current rotor velocity, or to a torque level at which charging current during regenerative braking will be maximized. If an external mechanical brake is present, the regenerative braking controller can forward an external braking torque signal to a controller so that the mechanical brake can apply the remainder of the braking force beyond that indicated by the regenerative braking torque. A method for establishing the braking torques to be stored in the lookup table is also disclosed.

Abstract: A controller performs a rotation angle deriving process that derives a value of the rotation angle of a crankshaft by each specified angle that is smaller than a predetermined angle by performing a Hilbert process on a detection signal from a crankshaft sensor, an angular velocity deriving process that derives an angular velocity of the crankshaft as an engine angular velocity from the value of the rotation angle of the crankshaft by each specified angle, an inertia torque calculation process that calculates an engine inertia torque from the engine angular velocity, a resonance effect torque calculation process that calculates a resonance effect torque, and an engine torque calculation process that calculates a sum of the resonance effect torque and the engine inertia torque as an engine torque that is an output torque of the engine.

Abstract: A control device for a vehicle drive device includes performing neutral travel control in which disengagement/engagement elements are disengaged with the wheels rotating so the state of a speed change mechanism is controlled into a neutral state where transfer of a drive force between the input member to the engine and the output member to the wheels is not performed, and the wheels are driven by a rotary electric machine drive force; and comparing an operating state value of each of target actuators that control the state of the disengagement/engagement elements, and a determination value so torque from the speed change mechanism to the wheels because of torque transferred by each of the disengagement/engagement elements, falls within an allowable range during neutral travel control, and determines whether the torque transferred from the speed change mechanism to the wheels falls within the allowable range.

Abstract: A powertrain system includes an internal combustion engine configured to transfer torque via a clutch to an input member of a hybrid transmission having torque machines configured to transfer torque thereto. Operation of the engine is controlled to facilitate a change in activation of a clutch between the engine and the input member of the hybrid transmission.

Abstract: A powertrain system is configured to transfer torque to an output member. A method for controlling the powertrain system includes prioritizing a plurality of system torque constraint parameters. The system torque constraint parameters are sequentially applied in an order of descending priority. A feasible state for each of the sequentially applied system torque constraint parameters is determined. A solution set including the feasible states for all the sequentially applied system torque constraint parameters is determined, and employed to control operation of the powertrain system in response to an output torque request.

Abstract: A powertrain system is configured to transfer torque to an output member. A method for controlling the powertrain system includes prioritizing a plurality of system torque constraint parameters. The system torque constraint parameters are sequentially applied in an order of descending priority. A feasible state for each of the sequentially applied system torque constraint parameters is determined. A solution set including the feasible states for all the sequentially applied system torque constraint parameters is determined, and employed to control operation of the powertrain system in response to an output torque request.

Abstract: Provided is a hybrid vehicle driving apparatus including: a power transmission mechanism which is connected to an engine and is able to output a rotation of the engine while changing the rotation speed; a differential mechanism which connects the power transmission mechanism and a drive wheel to each other; and a regulation device, wherein the differential mechanism includes a first rotation component which is connected to an output component of the power transmission mechanism, a second rotation component which is connected to a first rotating electric machine, and a third rotation component which is connected to a second rotating electric machine and the drive wheel, and wherein the regulation device switches between a state where a differential operation of the differential mechanism is regulated and a state where the differential operation of the differential mechanism is allowed.

Abstract: A hybrid mechanism is provided, including: an engine, a first motor, a second motor, a clutch, a hybrid unit, a differential, and a battery. The clutch, the second motor and the engine are sequentially coupled to one end of the hybrid unit, and the first motor and the battery are coupled to the other end of the hybrid mechanism. The battery provides supplying currents to the first motor or the second motor or receives range-extend currents from the second motor. The hybrid unit includes a first sun gear, a second sun gear, at least one planetary gear coupled to the first and second sun gears, and a planet carrier coupled to the at least one planetary gear. The hybrid mechanism has four modes. The hybrid unit harmonizes the first driving force from the first motor and the engine and the second driving force from the second motor and outputs a harmonized driving force to the differential.

Abstract: A mode selection control system and method for controlling an electrically variable transmission. The system and method calculate respective costs for operating the vehicle in a plurality of operating modes based on a battery discharge penalty and the costs associated with operating the electrical and mechanical portions of the transmission. The method selects an operating mode having the lowest calculated cost.

Abstract: A vehicle control system includes: a controller that configured to obtain an index on the basis of a running condition of a vehicle and that configured to vary a running characteristic of the vehicle on the basis of the index, wherein the controller is configured to relatively delay a variation in the index in response to a variation in the running condition when the variation in the index decreases quickness of a behavior of the vehicle as compared with when the variation in the index increases the quickness of the behavior of the vehicle, and to correct the running characteristic on the basis of the index so that energy efficiency of a driving force source of the vehicle varies within a predetermined range depending on control over power output from the driving force source.

Abstract: A method for synchronizing a gear on a parallel-shafts vehicle gearbox shaft including at least one primary shaft connected to a power source, one secondary shaft driven by the primary shaft to transmit driving torque to wheels over plural transmission ratios, and at least one mechanism coupling a gear to its shaft to engage a transmission ratio without mechanical synchromesh members. The power source is made to operate to produce a signal commanding the reference torque (T1ref), equal to minimum torque that can be transmitted to minimize a discrepancy (?2K ??1) between a primary speed (?1) and a secondary speed (?2) multiplied by a reduction ratio (K), when the relevant gear is coupled to its shaft, wherein the control signal is given by the sum (KwK?2?Ks?1+T1int), in which (T1int) is a term derived by integrating the primary speed (?1).

Abstract: A vehicle includes an engine, a first MG, a second MG, a PCU, a battery, and an EHC. The PCU is connected to the battery via a positive line and a negative line. The PCU is connected to the first MG via a 3-phase power line. The PCU is connected to the second MG via a 3-phase power line. The EHC has one end connected to a positive branch line branching off from a W-phase power line among the 3-phase power lines between the PCU and first MG. The EHC has the other end connected to a negative branch line branching off from a negative line between the PCU and battery.

Abstract: A power transmission apparatus 1 for a hybrid vehicle having an engine 6 and a motor 7 is provided with a planetary gear mechanism 31 configured to differentially rotate a sun gear 32, a carrier 36, and a ring gear 35. The sun gear 32 is connected to one of a first input shaft and a second input shaft and to the motor 7. The ring gear 35 is connected to a lock mechanism capable of stopping a rotation state. The carrier 36 is configured to transmit power to a counter shaft 14. The other of the first input shaft and the second input shaft is configured to transmit power to the counter shaft 14 without passing through the planetary gear mechanism 31.

Abstract: A method for controlling an electric vehicle drivetrain having least two drive units with wheels located on opposite axles are driven by respective drive units, includes in a first operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set taking into account the efficiency applicable to each drive unit under the given operating conditions, and in a second operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set independently of the efficiency applicable to each drive unit under the given operating conditions.

Abstract: The present invention provides a smoother driving experience through the use of an advanced powertrain system for a vehicle. The powertrain system includes a transmission having a gear selection controller adapted to select one of a plurality of gear ratios, an electronic control unit, at least one information acquisition unit wherein the electronic control unit uses information from the information acquisition unit to determine if the vehicle is stationary and if the vehicle is on an expressway. If the electronic control unit determines the vehicle is stationary and the vehicle is on an expressway, then the electronic control unit sends a signal to the gear selection controller of the transmission to select a lower gear ratio that would normally be used to transition the vehicle from a stationary to a moving state.

Abstract: A system and method involves a machine having a power train including a continuously variable transmission (CVT) associated with a plurality of virtual gear ratios. To shift between the plurality of virtual gear ratios, the machine may include an operator input device that may be movable between a plurality of distinct positions. A first position may be associated with a neutral position in which no shifting of virtual gear ratios occurs. A second position of the operator input device may be associated with a first incremental rate for shifting between the virtual gear ratios. A third position may be associated with a second incremental rate for shifting between the virtual gear ratios which is different than the first incremental rate.

Abstract: Providing a control apparatus for a vehicular drive system, which is configured to implement a torque reduction control during a shifting action of an automatic transmission, and which permits reduction of the size and cost of an electric circuit including a smoothing capacitor. An electricity-generation-amount-variation restricting region A01 is predetermined such that a point of a vehicle running state lies in the electricity-generation-amount-variation restricting region A01 prior to a moment of determination to perform a shifting action of the automatic transmission, and electricity-generation-amount-variation restricting means 96 implements an electricity-generation-amount-variation restricting control to restrict a rate of increase of a total amount of an electric energy generated by first and second electric motors MG1 and MG2, to a predetermined upper limit value LTGN, when the point of the vehicle running state has moved into the electricity-generation-amount-variation restricting region A01.

Abstract: A vehicle drive includes a speed change mechanism connected to a rotary electric machine; an output member connected to the speed change mechanism and wheels; an engagement device changes a state of engagement between an input member connected to an engine and the speed change mechanism; a hydraulic pump driven by the engine or the rotary electric machine; a first pressure control device that controls pressure supplied from the pump and supplies the pressure to the speed change mechanism; a second, separate hydraulic pressure control device that controls the pressure supplied from the pump and supplies the pressure to the engagement device; and a case that houses the rotary electric machine, speed change mechanism, engagement device, and pump. At least the engagement device is housed in a space formed by the case, and the second hydraulic pressure control device is provided at a part of the case forming the space.

Abstract: A system and method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation. The system and method determine a type of shift being performed, determine if a first clutch is being applied or released during the shift, determine if a second clutch is being applied or released during the shift, determine an acceleration limit based on the shift being performed and which clutch is being applied and/or released, determine acceleration and speed profiles based on the shift being performed, which clutch is being applied and/or released and the acceleration limit, determine a first electric motor torque and a second electric motor torque based on the acceleration and speed profiles, and set the torques of the first and second electric motors to the determined first and second electric motor torques.

Abstract: A method for controlling a powertrain includes monitoring a desired synchronous transmission shift during deceleration of an output member including a desired operating range state, monitoring an output speed, predicting output deceleration through the desired synchronous transmission shift, determining a penalty cost associated with the desired synchronous transmission shift based upon an input speed profile resulting from the predicted output deceleration and from the desired synchronous transmission shift, and executing the synchronous transmission shift based upon the penalty cost.

Abstract: A hybrid mechanism is provided, including: an engine, a first motor, a second motor, a clutch, a hybrid unit, a differential, and a battery. The clutch, the second motor and the engine are sequentially coupled to one end of the hybrid unit, and the first motor and the battery are coupled to the other end of the hybrid mechanism. The battery provides supplying currents to the first motor or the second motor or receives range-extend currents from the second motor. The hybrid unit includes a first sun gear, a second sun gear, at least one planetary gear coupled to the first and second sun gears, and a planet carrier coupled to the at least one planetary gear. The hybrid mechanism has four modes. The hybrid unit harmonizes the first driving force from the first motor and the engine and the second driving force from the second motor and outputs a harmonized driving force to the differential.

Abstract: Disclosed is a technique for controlling transition between an electric vehicle (EV) mode and a hybrid electric vehicle (HEV) mode in a hybrid vehicle. More specifically, the technique includes first determining a drive mode of the hybrid vehicle by monitoring an average vehicle speed and an accelerator position sensor. Next, an engine on map value is determined for entering into the HEV mode and a hysteresis map value is determined for controlling the transition between the EV mode and the HEV mode based on a battery's state-of-charge (SOC), the average vehicle speed, and the drive mode; Based on the above steps, the technique determines whether the hybrid vehicle should transition between the EV mode or the HEV mode based on a driver's requisite torque calculated by monitoring the accelerator position sensor and a gear position sensor and on the determined engine on map value and hysteresis map value.

Abstract: The present invention controls torque of a hybrid vehicle that calculates power and torque of each motor when the hybrid vehicle provided with two motors operates at a transient state are used. More specifically, target power of a battery is determined. Then calculations are performed to determine target torque of the first motor, target torque of the second motor, target torque of an engine, and target speed of the engine at a steady state. The torque of the first motor at a transient state is calculated from the target torque of the second motor at the steady state and speeds of the first and second motors. Finally, torque of the second motor at the transient state is calculated from the torque of the first motor at the transient state and the speeds of the first and second motors.

Abstract: In this power transmission control device, an EV travel mode for traveling by using only an electric-motor driving torque in a state in which a clutch torque is maintained to zero, and an EG travel mode for traveling by using the internal-combustion-engine driving torque in a state in which the clutch torque is adjusted to a value larger than zero are selectively realized depending on a travel state. In a state in which the EV travel mode is selected, when it is determined that a vehicle speed is higher than a predetermined speed Vth, “a gear position to be realized” is changed depending on the travel state of the vehicle, and when it is determined that the vehicle speed is equal to or lower than the predetermined speed Vth, “the gear position to be realized” is maintained to a current gear position independently of the travel state of the vehicle.

Abstract: A control device of a vehicle includes: an engine; a connection/disconnection device configured to connect/interrupt the engine; a rotating machine disposed to enable transmission of drive power to the wheels; and a running position selection device, the control device including a first manual mode selected by performing a deceleration increasing operation by a driver for increasing vehicle deceleration while the automatic running position is selected and a second manual mode selected by performing a deceleration increasing operation by a driver for increasing the vehicle deceleration while the manual running position is selected, while the vehicle is running with the engine interrupted from the wheels, if the first manual mode is selected, the vehicle deceleration being generated only by the rotating machine, and if the second manual mode is selected, the connection/disconnection device being put into the connected state to generate the vehicle deceleration at least by the engine.

Abstract: A plurality of energy efficiencies of an electric motor which are determined by characteristics of the electric motor are set according to the revolution speed and the driving force of the electric motor, and among the plurality of energy efficiencies, a plurality of energy efficiency groups having the equivalent energy efficiency are prepared. The energy efficiency for each transmission gear of a first input shaft is determined on the basis of a travelling speed and a required driving force of a vehicle. To which group among the plurality of energy efficiency groups that each determined energy efficiency is pertained is determined, and a transmission gear corresponding to the energy efficiency group having the highest energy efficiency among the determined energy efficiency groups is selected.

Abstract: Disclosed is a start control apparatus and method for a hybrid electric vehicle which provides starting of a second gear ratio or a first ratio based on an inclination of a road surface, a travel environment, and a state of the vehicle when the hybrid electric vehicle stops and then starts. The method includes: determining a state of the hybrid electric vehicle, a travel environment condition, and a state of charge (SOC) of a battery when a start request is detected in a stopped state while the vehicle maintains ignition on; determining whether the state of the hybrid electric vehicle, the travel environment condition, and the SOC of the battery satisfy start conditions of a second gear ratio; and when the start conditions are satisfied, controlling output torques of a motor and an engine corresponding to a torque requested from an accelerator pedal in an EV mode or an HEV mode.

Abstract: A method for controlling a backing vehicle includes if a back-up sensor indicates that an obstacle is present behind the vehicle and a gear selector is moved to a reverse position, delaying reverse gear engagement and producing a warning signal, and producing a transmission tie-up if brakes are applied insufficiently to stop the vehicle.

Abstract: A control method for a powertrain of a hybrid vehicle executing a compound split mode where a first carrier and a second ring gear are selectively connected. More specifically, a controller, determines a target torque of the second motor/generator based on a gear ratio of the first sun gear and the first ring gear, a gear ratio of the second sun gear and the second ring gear, a demand torque of the powertrain, and an output torque of the first motor/generator; determines a compensation value based on a target speed of the engine and a current speed of the engine; and determines a final torque of the second motor/generator based on the target torque of the second motor/generator and the compensation value, and controlling the second motor/generator according to the final torque of the second motor/generator.

Abstract: A power transmission device includes a planetary gear set and a first and a second connecting mechanism. The planetary gear set receives power from a power source and outputs it to a power-driven member. The first connecting mechanism connects a first and a second rotor of the planetary gear set through a separate path. The second connecting mechanism connects the second rotor and a third rotor of the planetary gear set through a separate path. The controller is operable selectively in a first operation mode in which the second connecting mechanism is engaged, while the first connecting mechanism is disengaged and a second operation mode in which the second connecting mechanism is engaged, while the first connecting mechanism is disengaged. This ensures suitable mechanical connections among the power source, the power-driven member, and the power split mechanism which match with an operating condition of the power transmission device.

Abstract: A vehicle includes an engine, a first MG, a second MG, a PCU, a battery, and an EHC. The PCU is connected to the battery via a positive line and a negative line. The PCU is connected to the first MG via a 3-phase power line. The PCU is connected to the second MG via a 3-phase power line. The EHC has one end connected to a positive branch line branching off from a W-phase power line among the 3-phase power lines between the PCU and first MG. The EHC has the other end connected to a negative branch line branching off from a negative line between the PCU and battery.

Abstract: A hybrid vehicle having an engine and motor in series with a step ratio automatic transmission shifts the transmission according to a first shift schedule based on driver demand and output speed or a second shift schedule based on efficient operating speeds of the engine and motor associated with the target gear ratio. A powertrain controller continually calculates engine and motor speeds and torques associated with target gear ratios for the second shift schedule to select a gear ratio based on operating efficiency. An arbitration strategy may compare a weighted target gear ratio from the first schedule shift schedule to a weighted target gear ratio from the second shift schedule to dynamically select a desired target gear for powertrain control management.

Abstract: A hybrid vehicle control device is provided with an engine, a motor/generator, a first clutch, an automatic transmission, a second clutch, and a controller having a simultaneous process selection control section. The simultaneous process selection control section performs engine startup control and downshift control in parallel in cases where the torque outputtable by the motor subsequent to downshifting during overlap of an engine startup request and a downshift request is equal to or greater than the engine startup torque, or performs engine startup control first then downshift control in cases where the torque outputtable by the motor subsequent to downshifting is less than the engine startup torque.

Abstract: A shift controller controls a transmission for a hybrid vehicle in which: an engine and a motor are connected together via a clutch; and the transmission is placed between the motor and driving wheels. The shift controller has: a first shift controlling unit which performs shift control on a basis of at least one of transmission efficiency of the transmission and power generation efficiency of the motor in a case where regeneration is performed with the clutch disengaged during deceleration of the hybrid vehicle; and a second shift controlling unit which performs shift control to make a transmission gear ratio of the transmission smaller than in the shift control performed by the first shift controlling unit in a case where the regeneration is performed with the clutch engaged during the deceleration of the hybrid vehicle.

Abstract: In order to suitably change the driving feel of a hybrid vehicle depending on the preference of the driver, the hybrid vehicle includes a driving mode control section that, when a first shift schedule is selected, executes the first shift schedule by performing control such that the driving time by the electric motor becomes longer than the driving time by the engine, and that, when a second shift schedule is selected, executes the second shift schedule by performing control such that the driving time by the engine does not become shorter than the driving time by the electric motor.

Abstract: A vehicle control system includes: a controller that configured to obtain an index on the basis of a running condition of a vehicle and that configured to vary a running characteristic of the vehicle on the basis of the index, wherein the controller is configured to relatively delay a variation in the index in response to a variation in the running condition when the variation in the index decreases quickness of a behavior of the vehicle as compared with when the variation in the index increases the quickness of the behavior of the vehicle, and to correct the running characteristic on the basis of the index so that energy efficiency of a driving force source of the vehicle varies within a predetermined range depending on control over power output from the driving force source.

Abstract: Disclosed is a vehicle control apparatus that can concurrently achieve an improved drivability and an excellent restart performance of an internal combustion engine. The vehicle control apparatus includes an eco-run system that automatically stops the engine when an automatic stop condition is established and restarts the engine when a restart condition is established, a throttle motor that opens and closes a throttle valve adjusting air amount to be sucked into the engine, and a vehicle speed sensor that detects the vehicle speed. The vehicle control apparatus is adapted to control the throttle motor to enlarge the throttle valve opening degree in response to the higher vehicle speed, according to the vehicle speed information from the vehicle speed sensor (Step S3 to Step S7), when the engine is automatically stopped while the vehicle is travelling (Step S2).

Abstract: In the present invention, a decrease in the amount of regeneration is prevented, and discomfort is not imparted to the driving sensation of a driver. A determination unit determines whether or not a braking device is being operated by the driver. When decelerating while regenerating, a gear shifting control unit controls the shift of gears of a gear box in a manner so as to suspend the shift of gears and continue regeneration when it has been determined that the braking device is being operated by the driver. The present invention can be applied to vehicles that can regenerate electric power by means of an electric motor when decelerating and that are driven by the electric motor and an internal combustion engine via an automatic gear box.

Abstract: Methods and systems are provided for raising the speed of a hybrid electric vehicle operating in an electric-only mode. During conditions when the vehicle is driven only by an electric motor, vehicle speed may be raised by spinning the engine unfueled using power from a system battery, while adjusting valve operation to reduce engine pumping losses. In this way, vehicle speed may be raised more efficiently and without damaging rotating transmission components.

Abstract: Disclosed is a method for providing a smooth and stable synchronization operation of a transmission achieved in spite of the sudden change of a vehicle speed in the automated manual transmission (AMT) hybrid vehicle that suppresses a collapse of the synchronization by generating a torque by a motor connected to an input shaft in consideration of changes in inertia of the motor and a control target rotational speed during shifting.

Abstract: In this power transmission control device, an EV travel mode for traveling by using only an electric-motor driving torque in a state in which a clutch torque is maintained to zero, and an EG travel mode for traveling by using the internal-combustion-engine driving torque in a state in which the clutch torque is adjusted to a value larger than zero are selectively realized depending on a travel state. In a state in which the EV travel mode is selected, when it is determined that a vehicle speed is higher than a predetermined speed Vth, “a gear position to be realized” is changed depending on the travel state of the vehicle, and when it is determined that the vehicle speed is equal to or lower than the predetermined speed Vth, “the gear position to be realized” is maintained to a current gear position independently of the travel state of the vehicle.

Abstract: A powertrain system includes an engine mechanically coupled to an electro-mechanical transmission selectively operative in one of a plurality of transmission operating range states and one of a plurality of engine states. A method for controlling the powertrain system includes determining a current transmission operating range state and engine state, determining at least one potential transmission operating range state and engine state, providing an operator torque request, determining preferability factors associated with the current transmission operating range state and engine state, and potential transmission operating range states and engine states, preferentially weighting the preferability factors for the current transmission operating range state and engine state, and selectively commanding changing the current transmission operating range state and engine state based upon the preferability factors and the operator torque request.